Originally Posted by 968TurboS

Konstantin, I think you need to check your resources before you jump on this one. A 944S2 has the same tensioner as a later style 951. They are bnoth spring loaded and I am curently running one in my 2 V turbo. I do know from 1st hand experience what I am talking about. He plans to use a 2 valve head and there is no need for him to use a 968 belt tensioner.
Check you facts before you start critisizing someone next time.
Raj

Originally Posted by d993

I suggested this a LONG TIME AGO!
But then if you use a thicker head gasket spacer to lower compresion, what are the other so-called 968 tuners going to do? You know, the ones that charge $25k for a turbo kit.................They will be exposed as nothing but overpriced crooks.

They won't be able to sell their "special" $1800 pistons
They won't be able to sell their "special" $2200 rods
Hmmm.............$4000 for pistons and rods (and 15-20 hours of labor), or $250 for a head gasket spacer (and 6-8 hours of labor) to lower the compression.......
It makes no sense!!! The 968 has forged pistons, forged rods, and forged crank from the factory! And anyone who tells you otherwise, is FOS and simply trying to justify why you need to buy their pistons and rods!
And the "secret" will be out that you DON'T have to spend $25k to turbocharge a 968 (or 944S2). This is not a Murcielago we're talking about!
But some people feel more comfortable when they spend a LOT more $. It makes them feel better I guess........If so, go right ahead.
If I offended anyone here that did spend $25k + to turbocharge their 968, I apologize in advance, but it's just like spending $25k on turbocharging a E36 M3 instead of doing it for $7k.
Now that's a big TIP!!!

Originally Posted by DEMETRIOS

OK FELLOWS .
I ENCLOSED A 2.5 INOX SPACER BETWEEN 2 WIDEFIRERING REINZ GAS
KETS(ACTUALLY I MADE 4 SEPARATE RINGS TO FIT ON THE BORES ,FROM THE SAME THICKNESS, AND ALLOWED THE COOLAND TO FLOW AROUND THEM BETWEEN THE GASKETS ) AND I CRASHED THEM WITH A SET OF RACEWARE STUDS.WITH A TOTAL COST OF 2 GASKETS SPACER AND STUDS,OF 350 EUROS I RUN 1,6 BAR WITH NO PROBLEM MODERATE TIMING, AND RICH 12:1 FUEL .I ALREADY HAVE 5000 KM IN THIS S2 MOTOR WITH NO PROBLEM IN THE HOT SOUTHERN GREECE.THE S2 LOOKS STRONGER THAN THE 968 WITH MAHLE FORGINGS AND ROBUST RODS EVEN WITHOUT OIL SQUIRTERS.

Originally Posted by Pauerman

It's pretty clear (to me) that d993 is not seeing the point about turbocharging a 8V vs 16V. This is not an issue of "monkey-see, monkey-do" - it's a matter guys here on Rennlist who have built or are looking to build these engines "correctly." The mantallity of "use a thicker head gasket - it'll work" vs "use the proper parts for the job" is what's being debated.

Some tuners use shorter rods, some have probably looked into a thicker head gasket to drop the CR, but at the end of the day, to maintain the combution chamber characteristics that the Porsche engineers designed you've got to use the "proper" 104mm turbo pistons - 16V or 8V. It's clear that "minor" details like squish area are not of a conern to you.

For the 8V 3L application, the 951 parts needed are much more readily available and are more cost effective than many of the custom parts (intake, exhaust/crossover) needed for a 16V application.

As already stated, if a thicker head gasket is all that is req'd then everyone in the 944/968 community would have done it already.

d993, you talk as though the thicker head gasket route is a far better, more cost effective option for turbocharging a 16V engine compared to the 8V - correct piston, modified 951 or 2.7 head option.

Obviously, you haven't spent a red cent on your thicker head gasket idea and can't back up what you are saying. In my opinion, what you fail to recognize is that even with a thicker head gasket 16V application, the 8V option is still a more cost effective option and it's built with the "correct" parts.

Originally Posted by JPBNY

D993
Have you put any thought into the fact that if you use a "thick headgasket" you will be changing the distance from the center line of the crank to the center line of the cam.This will change your cam timming,even with an adjustable cam gear you will have a hard time to get it right.
Yes it will change the squelsh area of the chamber with a thick gasket/spacer that I could live with but you are now adding 2 gaskets into the combustion area and this is were your detonation will become a problem. Look at the 951 headgasket failures they love to eat their way through the edge of the gasket.
John on Long Island

Originally Posted by d993

John,
You're right, the timing issue will come up, but it can be compensated for.
Also, I was suggesting a single "multi-layered" SS head gasket (about 3mm), NOT multiple stock head gaskets, which would make it hard to seal properly for long-term use.

Originally Posted by mikey_audiogeek

Hi Demetrios, what gearbox and final drive ratios to get 307km/h @ 7000rpm?

Originally Posted by DEMETRIOS

YOU HAVE NO ISSUE AT LEAST I DONT AND I RUN 1,6 BAR

Originally Posted by ehall

they are both CORRECT AND YOU NEED very much TO STOP TYPING IN ALL CAPITOL LETTERS! It is considered YELLING! STOP YELLING AT US...and we'll happily start helping you.

You might try reading all of the posts from both of these guys. They REALLY know what they are talking about! Welcome to Rennlist!